Load restraining vehicular barrier device

ABSTRACT

A load restraining barrier for use in a motor vehicle, suspended between the passenger compartment and the trunk compartment. The barrier includes a barrier body having a front, a back, a top, a bottom, and two sides, the front facing the trunk compartment, the back facing the passenger compartment, the top adjacent the package tray, the bottom adjacent the vehicle&#39;s bottom wall, and the two sides adjacent the vehicle&#39;s two side walls. A substantially horizontal reinforcing member extends between the two sides and is located at or below a midpoint between the top and the bottom. The barrier body is attached to the vehicle&#39;s package tray, and is releasably attached to at least one of the bottom wall and the side walls. When the barrier is installed at the trunk forward end, cargo in the trunk compartment is restrained from entering the passenger compartment under predetermined frontal crash conditions.

CROSS REFERENCE TO CO-PENDING APPLICATION

This application is a continuation of co-pending application Ser. No.09/609,520, filed on Jul. 3, 2000, now U.S. Pat. No. 6,302,463 in thename of Moore, et al. and entitled “LOAD RESTRAINING VEHICULAR BARRIERDEVICE”.

BACKGROUND OF THE INVENTION

The present invention relates generally to vehicular barrier devices,and, more particularly, to such a barrier device which is relativelylightweight, while advantageously preventing the inadvertent passage ofcargo from the trunk to the passenger compartment.

Manufacturers of passenger and cargo vehicles, such as automobiles(including SUVs and the like), trucks, trains, aircraft, marine craft,and the like, continuously strive to make the vehicles more fuelefficient while at the same time improving the safety for passengersand/or operators of the vehicles. One way in which fuel may be conservedis to make the vehicle weigh less. As such, particularly in automobiles,alternative materials such as polymeric materials have replaced metal inmany areas of the vehicle.

Many years ago, manufacturers generally eliminated the heavy, metalbulkhead between the trunk and passenger compartments which had oftenbeen found in conventional sedan-type automobiles. Further, due to thedesirability of having a means for transporting oversized cargo,manufacturers began to design and sell fold-down seats to accommodatepass-through cargo from the trunk to the passenger compartments.However, safety requirements relating to the restraint of cargo withinthe trunk under certain conditions sometimes necessitated finding areplacement for the metal bulkhead. Further, it was unfortunatelydiscovered that the latching mechanisms for fold-down seats sometimeswere not strong enough to withstand forces experienced under somefrontal crash conditions. Tragically, due to passengers being restrainedfrom bending over due to the 3 point passenger passive restraintsystems, such latching mechanism failures could possibly result ininjury to passengers.

Although many lighter materials exist, these materials generally do notpass safety requirements since they often fail in restraining cargo inthe trunk from inadvertently entering the passenger compartment. Thesuitable replacement materials which do exist are either costprohibitive, or for strength they must be much wider than standard sheetmetal used - - - as such, they therefore cannot fit within the spaceconstraints of the automobile.

One such replacement is disclosed in U.S. Pat. No. 5,026,231 issued in1991. The automotive barrier net disclosed therein was a suitable metalbulkhead replacement; and in certain situations, may yet be a suitablereplacement therefor. However, since the invention of that barrier net,more stringent safety standards have been proposed relating to therestraint of cargo within the trunk area.

An example of such a requirement is found in the United Nations“Agreement Concerning the Adoption of Uniform Technical Prescriptionsfor Wheeled Vehicles, Equipment and Parts which can be Fitted and/or beUsed on Wheeled Vehicles and the Conditions for Reciprocal Recognitionof Approvals Granted on the Basis of these Prescriptions,” Addendum 16:Regulation No. 17, Revision 3, Amendment 3, Nov. 4, 1998 (as printedApril 1999), which publication is incorporated herein by reference inits entirety. Regulation No. 17 is entitled “Uniform ProvisionsConcerning the Approval of Vehicles with regard to the Seats, theirAnchorages and Head Restraints.”

Annex 9 of Regulation No. 17 defines the test procedure for devicesintended to protect the occupants against displacement of luggage.Paragraph 2 of Annex 9 of Reg. No. 17 specifies that two blocks eachhaving a mass of 18 kg are to be placed in the trunk area. Paragraph 2of Annex 7 of Reg. No. 17 defines the conditions for the standardizedvehicular crash test; and specifies that the speed on impact shall bebetween 48.3 km/h and 53.1 km/h. Paragraph 6.3.1 of Reg. No. 17 statesthat a longitudinal horizontal deceleration of not less than 20 (1 gbeing approximately equal to 9.8 m/s²) shall be applied for 30milliseconds in the forward direction to the whole shell of the vehiclein accordance with the requirements of Annex 7. Upon completion of suchtesting, the 18 kg blocks should not enter the passenger area.

This rather stringent requirement generally is not met with many currentautomobiles. One alternative for meeting this requirement would be toreinforce the rearmost passenger seats with sheet metal. However, majordrawbacks exist with this alternative, a few of which are that the sheetmetal would add at least about 25 pounds to the weight of theautomobile; it would be difficult and time consuming to design and testseat latch mechanisms which could withstand high enough loads undercertain crash conditions; and retooling expenses would be very high.

Thus, it is an object of the present invention to provide a loadrestraining barrier device which would advantageously pass applicablesafety requirements. It is a further object of the present invention toprovide such a device which may be incorporated into current automotivedesigns with minimal changes thereto, either as an OEM part or as anafter-market part. Yet further, it is an object of the present inventionto provide such a device which is lightweight and relatively inexpensiveto manufacture. Still further, it is an object of the present inventionto provide such a device which may be detached to advantageously providepass-through cargo storage if desired. It is yet another object of thepresent invention to provide such a device which may incorporateconvenience netting therewith to provide secure and/or long-term cargostorage.

SUMMARY OF THE INVENTION

The present invention addresses and solves the above-mentioned problemsand meets the enumerated objects and advantages, as well as others notenumerated, by providing a load restraining barrier device for use in amotor vehicle, the vehicle having a body with a passenger compartmentand a trunk compartment, the trunk compartment having a forward end witha top wall comprising a package tray, a bottom wall, and two opposedside walls extending substantially upwardly from the bottom wall. Thebarrier device comprises a barrier body having a predetermined geometricshape and disposed at the trunk forward end and suspended between thepassenger compartment and the trunk compartment, the barrier body havinga front, a back, a top, a bottom, and two opposed sides, the frontadapted to face the trunk compartment, the back adapted to face thepassenger compartment, the top adapted to be adjacent the package tray,the bottom adapted to be adjacent the bottom wall, and the two opposedsides adapted to be adjacent the two opposed side walls. A substantiallyhorizontal reinforcing member extends between the two opposed sides andis located substantially at or below a midpoint between the top and thebottom. Means are provided for attaching the top to the package tray,and means are also provided for releasably attaching the bottom to atleast one of the bottom wall and the opposed side walls.

When the barrier device of the present invention is installed at thetrunk forward end and suspended between the passenger compartment andthe trunk compartment, cargo of a predetermined mass in the trunk,compartment is restrained from entering the passenger compartment underpredetermined frontal crash conditions.

BRIEF DESCRIPTION OF THE DRAWINGS

Other objects, features and advantages of the present invention willbecome apparent by reference to the following detailed description anddrawings, in which:

FIG. 1 is a cutaway perspective view showing the barrier device of thepresent invention installed within a motor vehicle;

FIG. 2 is a front view of one embodiment of the barrier device of thepresent invention;

FIG. 3 is a rear view of the barrier device of FIG. 2, but showing anoptional convenience net attached thereto with cargo therein;

FIG. 4 is a cutaway perspective view showing the barrier device of thepresent invention installed within a motor vehicle, but detached at thebottom to allow for transportation of longer, pass-through cargo;

FIG. 5A is a front view of an alternate embodiment of the barrier deviceof the present invention;

FIG. 5B is an enlarged, cutaway perspective view showing an upperbracket disposed adjacent the package tray (in phantom);

FIG. 6A is an enlarged view of one edge of the device of FIG. 5A, withthe side web strap in phantom and showing the weft insertion nettingfolded over and sewn;

FIG. 6B is a top, schematic view of the view of FIG. 6A, detailing the 3areas of stitching;

FIG. 7 is an exploded, cutaway perspective view showing one embodimentof the lower attachment means;

FIG. 8 is a cutaway perspective view showing the attachment means ofFIG. 7 in its assembled state;

FIG. 9 is a cutaway, exploded perspective view showing an upperattachment means to the package tray;

FIG. 10 is a side view of the device of the present invention, showingit installed in a motor vehicle (in phantom);

FIG. 11 is a front view of a further alternate embodiment of the barrierdevice of the present invention;

FIG. 12 is a side, partially cross sectional view taken on line 12—12 ofFIG. 11;

FIG. 13 is an exploded, perspective view showing an alternate embodimentof the lower attachment means;

FIG. 14 is a cross sectional side view showing the lower attachmentmeans of FIG. 13 in its installed state;

FIG. 15 is an enlarged, cutaway perspective view showing a furtheralternate embodiment of the lower attachment means; and

FIG. 16 is an enlarged perspective view of the T-shaped key member ofFIG. 15.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring now to FIG. 1, the barrier device of the present invention isdesignated generally as 10. Load restraining barrier device 10 is foruse in a motor vehicle, including but not limited to automobiles(including SUVs and the like), trucks, trains, aircraft, marine craft,and the like. Motor vehicle M as shown in the drawings represents anautomobile, specifically a sedan and/or coupe. Vehicle M has a body 12with a passenger compartment 14 and a trunk compartment 16. The trunkcompartment 16 has a forward end 18 with a top wall comprising a packagetray 20, a bottom wall 22, and two opposed side walls 24, 26 extendingsubstantially upwardly from the bottom wall 22.

The barrier device 10 comprises a barrier body 28 having a predeterminedshape and adapted to be disposed at the trunk forward end 18 andsuspended between the passenger compartment 14 and the trunk compartment16. Barrier body 28 may be of any size and/or shape, including but notlimited to rectangular, trapezoidal, and/or any geometric shape asdesired and/or necessitated by the particular vehicle into which barrierdevice 10 will be installed.

The barrier body 28 has a front 30, a back 32, a top 34, a bottom 36,and two opposed sides 38, 40. As best seen in FIGS. 1 and 12, the front30 is adapted to face the trunk compartment 16, and the back 32 isadapted to face the passenger compartment 14. The top 34 is adapted tobe adjacent the package tray 20, the bottom 36 is adapted to be adjacentthe bottom wall 22, and the two opposed sides 38, 40 are adapted to beadjacent the two opposed side walls 24, 26.

The barrier body 28 further comprises a substantially horizontalreinforcing member 42 extending between the two opposed sides 38, 40 andattached substantially at or below a midpoint 44 between the top 34 andthe bottom 36. It is to be understood that reinforcing member 42 may beformed from any suitable material and in any suitable configuration soas to function appropriately as described herein. However, in thepreferred embodiment, reinforcing member 42 comprises a fixed (asopposed to the slidably received lower flexible, substantially inelasticweb strap 54 discussed further hereinbelow), flexible, substantiallyinelastic web strap. It is to be further understood that thisreinforcing member web strap 42 may be formed from any suitablematerial, such as for example from polyesters, polypropylenes, nylons,and mixtures thereof; however, in the preferred embodiments, thematerial of choice is a reinforced multi-filament polypropylene.

Side web straps 48 (described further below) are generally stronger, andstretch less than center strap 42. Without being bound to any theory, itis believed that this focuses loads into a center, reinforced pocketarea 148, which aids in preventing loads from breaking through device10.

The barrier device 10 further comprises means adapted to attach the top34 to the package tray 20; and means adapted to releasably attach thebottom 36 to the bottom wall 22 and/or the opposed side walls 24, 26(the shock tower walls).

When the barrier device 10 is installed at the trunk forward end 18 andsuspended between the passenger compartment 14 and the trunk compartment16, cargo C of a predetermined mass in the trunk compartment 16 isrestrained from entering the passenger compartment 14 underpredetermined frontal crash conditions. The barrier device 10 of thepresent invention advantageously meets the requirements (as shownthrough High G sled tests) of the U.N. Regulation No. 17 as describedhereinabove, ie. device 10 restrains cargo C comprising two blocks, eachhaving a mass of 18 kg, wherein the frontal crash conditions include thespeed on impact being between about 48.3 km/h and about 53.1 km/h, and alongitudinal horizontal deceleration of not less than about 20 g beingapplied for 30 milliseconds in the forward direction to motor vehicle.

The barrier body 28 may further comprise a web strap 48 attached to eachof the two opposed sides 38, 40. Still further, body 28 may comprises,as seen in FIGS. 5A and 11, a substantially vertical web strap 50extending between the top 34 and the bottom 36 and attached at about amidpoint 52 between the two opposed sides 38, 40. Body 28 may furthercomprises a lower, substantially horizontal web strap 56 as shown inFIGS. 2 and 3. Alternately and/or additionally, body 28 may furthercomprise a sleeve 60 disposed at the bottom 36 and extending between thetwo opposed sides 38, 40. The flexible, substantially inelastic webstrap 54 is longitudinally slidably received within the sleeve 60. Stillfurther, body 28 may comprise an upper, substantially horizontal webstrap 58.

It is to be understood that each of these web straps 48, 50, 54, 56 and58 may be formed from any suitable material, such as for example frompolyesters, polypropylenes, nylons, and mixtures thereof; however, inthe preferred embodiment, the material of choice is a reinforcedmulti-filament polypropylene.

Further, it is to be understood that barrier body 28 may be made of oneor multiple layers of a desired material. For example, as can best beseen in FIG. 2, the front 30 and back 32 of the barrier body 28 aredouble ply. Another example is shown in FIG. 5A wherein the front 30 andback 32 of the barrier body 28 are single ply. In the preferredembodiment, as best seen in FIG. 12, the front 30 and back 32 of thebarrier body 28 are double ply from about the horizontal reinforcingmember 42 to the bottom 36, and are singly ply from about the horizontalreinforcing member 42 to the top 34, ie. front 30 comprises a single ply62 extending from top 34 to bottom 36, and back 32 comprises a singleply 64 extending from about the horizontal reinforcing member 42 to thebottom 36.

The barrier body 28 may be formed from a natural or synthetic clothmaterial, as shown in FIGS. 1-3, 11 and 12. It is to be understood thatthis cloth material may be formed from any suitable material. However,in the preferred embodiment, the cloth material is selected from thegroup consisting of polyesters, polypropylenes, nylons, and mixturesthereof. It is more preferred that the cloth material be formed from apolypropylene material. Such cloth material may be die cut, woven,and/or formed by any other suitable process.

In the more preferred embodiment as shown in FIG. 11, each of the webstraps (upper horizontal 58, side 48, lower slidable 54 and vertical 50)and the horizontal reinforcing member 42 is formed from a reinforcedmulti-filament polypropylene material, and the barrier body 28 is formedfrom a polypropylene cloth material. This embodiment additionally isadvantageous in that, due to the various polypropylene materials used,it is more environmentally friendly.

Referring now to FIG. 5A, barrier body 28 comprises a netting material46. It is to be understood that the netting material 46 may be formed byat least one of woven, knitted, rochelle, and weft insertion processes,provided that the resultant netting material 46 is sufficiently strongto withstand predetermined loads. If a woven material, it is preferredthat such material be of a relatively small mesh, eg. having small (1-2mm) openings. Preferably, as shown in FIGS. 5A and 6A, netting material46 is formed by a weft insertion process. When a netting material 46 isused, it is preferred that the edges of the material 46 at the sides 38,40 be folded over as shown in FIGS. 6A and 6B. Further, it is preferredthat the folded sides be stitched at the three areas shown 66, 68 and70. Such sewing increases the area of the netting material 46 which isheld by the thread 66, 68, 70 when the netting 46 is stressed during afrontal crash situation.

It is to be understood that the top attaching means may comprises anysuitable means. However, in the preferred embodiment, this top attachingmeans comprises at least two brackets 72 (three are shown in theembodiments of FIGS. 5A and 11), each having an aperture 74 at one endadapted to correspond to a throughbore 76 in the package tray 20, andhaving a web strap (side 48 or vertical 50)—receiving slot 78 spaced apredetermined distance, and at a predetermined angle from the one end.Such predetermined distance and predetermined angle may be any asdesired and/or necessitated by the particular configuration of the motorvehicle into which the device 10 is to be installed. Bracket 72 mayoptionally include a locating projection 80 which is receivable within acorresponding throughbore 82 in package tray 20, as best seen in FIG. 9.

Top attaching means further comprises at least two (three if theembodiment shown in FIGS. 5A and 11) shouldered bolts 84, eachreceivable within the aperture 74 and adapted to be threadingly engagedwith the throughbore 76.

An alternate embodiment of the top attaching means, wherein the top ofbody 28 is attached to the opposed shock tower walls 24, 26, isillustrated in FIGS. 1, 3 and 4. It is to be understood that each of theembodiments of the top attaching means may be fixedly or semi-fixedlyattached to the vehicle M (however, see the alternate embodimentdescribed further hereinbelow wherein the top attaching means isreleasably attachable). In this embodiment, barrier body 28 furthercomprises an upper sleeve 150 having an upper, slidable web strap 152receivable therein.

It is to be understood that the upper attachment points 76 and/or 82 maybe incorporated with the child tethers (not shown) in the package tray20. Yet further, it is to be understood that the upper attachment points76 and/or 82 may be incorporated with the strong, metal seat latchmechanism(s) (not shown) found at about the highest area of the seat andabout at the area where the high mount stop light is/would be located.These mechanisms are generally found in more upscale automobile brands.Both of these alternates (the child tethers and/or the metal seat latchmechanisms) are desirable in that the hardware is pre-existing incurrent automobile designs.

It is to be understood that the bottom attaching means may comprise anysuitable means. However, in the preferred embodiments, this releasablebottom attaching means comprises two substantially T-shaped key members88, each having an elongated, sleeved web strap-receiving slot 90 distalfrom the cross-bar 92 of the T-shape. Although any suitable dimensionsmay be used as desired and/or necessitated by the vehicle into whichdevice 10 is to be installed, shoulder region 96 of T-shaped key memberis preferably between about 6 mm and about 8 mm from neck 98, with adesired maximum being at or about 10 mm from neck. The radius 100 atopposed ends of shoulder regions 96 is preferably about 1 mm, with amaximum of about 2 mm and/or any suitable radius which will avoidinadvertent ramping out of bracket 94. Angle 102 between neck 98 andshoulder 98 is preferably substantially 90° for promoting lockingengagement in complementarily shaped bracket slot 104. As can best beseen in FIG. 8, when T-shaped key member 88 is lockingly engaged withinlower bracket 94, angle 102 securely abuts against the adjacent surfacein slot 104, and a discrete portion of cross bar 92 adjacent shoulderregions 96 extends through bracket slots 104.

Bottom attaching means further comprises two lower brackets 94, eachhaving an aperture 106 at one end adapted to correspond to a throughbore108 in each of the opposed side walls 24, 26. The lower bracket aperture106 is adapted to receive a fastener 110 extending from behind the trunkside wall 24, 26 and through the side wall throughbore 108, each lowerbracket 94 further having a substantially T-shaped key slot 112,lockingly engageable with the T-shaped key member 88, and spaced apredetermined distance, and at a predetermined angle from the lowerbracket one end. Such predetermined distance and predetermined angle maybe any as desired and/or necessitated by the particular configuration ofthe motor vehicle into which the device 10 is to be installed.

Fastener 110 may comprise any suitable fastener means as areconventionally used and/or known; however, in the preferred embodiment,fastener 110 comprises a backer plate 116 having a shouldered stud 118attached thereto best seen in FIGS. 7 and 8.

Bottom attaching means any further comprise two flanged nuts 114, eachthreadingly engageable with the fastener 110, each nut 114 securelyholding the lower bracket 94 against the shock tower wall 24, 26.

Although it is to be understood that the key member 88 and bracket 94may be of any suitable size and configuration provided they functionsuitably in the barrier device 10 of the present invention, theembodiment shown in FIGS. 15 and 16 is preferred. Although manydimensions may be suitable, in the preferred embodiment, aperture 106 onbracket 94 has a diameter of about 12 mm, with widths 120 on either sideof aperture 106 being between about 10 mm and about 12 mm.

Each lower bracket may further comprise a ramp 126 adjacent the T-shapedkey slot 112, the ramp 126 positioned so as to slidably urge theT-shaped key member 88 into locking engagement with the T-shaped keyslot 112. It is to be understood that lower bracket 94 and key members88 may be formed from any suitably strong material; however, in thepreferred embodiment, the lower brackets 94 and the T-shaped key members88 are formed from mild steel, which is a low carbon structural steelthat is ductile and easily worked. A preferred mild steel is AmericanIron and Steel Institute AISI) grade 1010, although grades up to about1030 may be suitable for use within the present invention. Some typicalsuitable grades of mild steel are 1006, 1008, 1010, 1012, 1015-1023,1025 and 1026. It is to be understood that, in applications experiencinglower G forces, steel with higher carbon content and/or polymericmaterials may successfully be used.

It is to be understood that one or multiple layers of web strap maysecured through slots 78, 90. As illustrative examples, in the preferredembodiment as shown in FIG. 11, two layers of webbing pass through slot78 and are attached to bracket 72; while three layers of webbing passthrough slot 90 and are attached to bracket 88.

The embodiment of the lower attachment means shown in FIGS. 7 and 8,when formed from grade 1010 steel, was functional in a pull test up to4,620 pounds. It is to be understood that the lower attachment means isnot to be limited to withstanding loads only at or under 4,620 pounds;in fact, it is readily anticipated and contemplated as being within thepurview of the present invention that such lower attachment means maywithstand loads even much greater than 4,620 pounds. It is furtheranticipated that the embodiment as shown in FIGS. 15 and 16 wouldfunction as well or better in similar pull tests.

For aesthetic purposes, the bracket 94 and T-shaped key member 88 couldbe plated or the like; and/or aesthetically pleasing molded plasticcovers may be placed over the metal.

The embodiment of the lower attachment means shown in FIGS. 15 and 16 isadvantageously ergonomically designed with a palm receiving region 122and finger receiving region 124 for easy and secure gripping by theinstaller and/or consumer when attaching or detaching the key member 88into bracket 94 (thereby installing or uninstalling barrier device 10into the vehicle M). There are substantially no finger pinch points, andthe attachment means is easy to use. Additionally, this embodiment ofthe lower attaching means is simple and cost efficient to manufacture.

Bracket 94 may optionally further include a biased retaining tongue (notshown) for preventing inadvertent disengagement of key member 88 frombracket 94. It is to be understood that this retaining tongue may be ofany suitable size and configuration and of any suitable material so asto serve this purpose. Retaining tongue should not, however, make itunreasonably difficult to detach key member 88 from bracket 94 when suchdetachment is desired (as in the case of pass-through cargo 130described above).

Another alternate configuration of the key member 88 and bracket 94 isshown in FIGS. 13 and 14.

The bottom attaching means may alternately comprise the hook 132 andloop-bracket 134 configuration shown in FIGS. 1-4. In this embodiment,the hooks 132 are attached to the lower ends of additional substantiallyvertical web straps 136 disposed substantially adjacent opposed sides38, 40. Loop-brackets 134 are attached to the trunk bottom wall 22.

The barrier device 10 of the present invention optionally comprises anelastic member 138 on the web strap(s) having an attachment means at thecorresponding end thereof. Elastic member 138 may comprise any suitablematerial and in any suitable size, shape and/or configuration. Elasticmember 138 keeps barrier body 28 taut when attached and during normaldriving conditions; yet yields enough that a consumer may easilyattach/detach device 10 in vehicle M. Elastic member 138 provides apredetermined amount of transverse elasticity when attached to trunkbottom wall 22 (FIG. 2). Elastic member 138′ provides a predeterminedamount of longitudinal elasticity when attached to shock tower walls 24,26 (FIGS. 5A, 11). Additionally, elastic member 138 may advantageouslydraw up device 10 a discrete amount when detached for pass throughstorage, as shown in FIG. 4. FIG. 5A shows elastic member 138′ as itwould appear in its taut position with device 10 fully installed invehicle M - - - as can be seen, elastic member 138′ is essentiallyparallel to web strap 54. FIG. 11 shows elastic member 138′ as it wouldappear when device 10 is partially detached from vehicle M to allow forpass-through cargo 130. As can be seen in FIG. 11, elastic member 138′is no longer essentially parallel to web strap 54, but rather spaced apredetermined distance from web strap 54.

A selectively open space 128 extends between the passenger compartment14 and trunk compartment 16. Space 128 is adapted to receive oversizeditems extending from the trunk compartment 16 into passenger compartment14. Examples of such oversized items could be skis 130, as depicted inFIG. 4. Open space 128 may be any size or configuration, depending uponthe make or model of a particular automobile. Open space 128 can beselectively opened or closed by any conventional means, depending on themodel of the car. One example of this would be as shown in FIG. 4, wherea middle portion between two bucket back seats is foldable down to openthe space. Other examples include the entire back seat folding down, a40/60, 30/70 and 50/50 seat split with either or both seats foldingdown, a small door opening, or any other suitable means to open thespace 128 between the trunk compartment 16 and passenger compartment 14.

In order to utilize space 128, barrier device 10 may be lifted upward toallow the cargo 130 to pass through opening 128 by detaching the lowerattachment means as shown in FIG. 4.

Barrier device 10 of the present invention may further optionallycomprise a flat convenience net 142 forming a pocket 140 either attachedto, or sewn into the front 30 and/or back 32 of barrier body 28. Ifattached to the back 32, the pocket 140 would be disposed between thebarrier 10 and the seats 144; and if attached to the front 30, thepocket 140 would be disposed between the trunk compartment 16 andbarrier 10. If pocket 140 is disposed between barrier 10 and seats 144,then this advantageously provides secure (not visible from either thepassenger compartment unless the seats are folded down, and not visiblefrom the trunk compartment 16 when a cloth material is used as thebarrier body 28) and/or long term storage for cargo 146. Cargo 146 maybe retrieved by folding seats 144 down, and/or by detaching barrierdevice 10 from its lower attachment point(s). If pocket 140 is disposedbetween trunk 16 and barrier 10, it may advantageously be used for shortterm such as ice scrapers, maps, tools and the like.

In a further alternate embodiment, the lower attachment means is fixedor semi-fixed, and the upper attachment means is detachable; ie. theembodiments of the various means shown hereinabove for the lowerattachment means would be located at the top of the barrier body 28;while the embodiments of the various means shown hereinabove for theupper attachment means would be located at the bottom of barrier body28. In this way, when desired for pass-through cargo, the device 10would be detached from the package tray 20 and/or the shock tower walls24, 26, and would advantageously settle to the trunk bottom wall 22 foreasier cargo pass through.

It is to be understood that the embodiments shown, though preferred, areillustrative only. As such, it is to be understood that various features(including, but not limited to the absence or presence of various webstraps, various attachment means, both upper and lower attachment,materials used, etc.) of all the embodiments shown may be mixed and/ormatched to render yet other embodiments, which embodiments arecontemplated as being within the scope of the present invention.

While preferred embodiments, forms and arrangements of parts of theinvention have been described in detail, it will be apparent to thoseskilled in the art that the disclosed embodiments may be modified.Therefore, the foregoing description is to be considered exemplaryrather than limiting, and the true scope of the invention is thatdefined in the following claims.

What is claimed is:
 1. A load restraining barrier device for use in amotor vehicle, the vehicle having a body with a trunk compartment, thetrunk compartment having a forward end with a top wall, a bottom wall,and two opposed side walls extending substantially upwardly from thebottom wall, the barrier device comprising: a barrier body having apredetermined shape and adapted to be disposed at the forward end of thetrunk compartment and suspended between the opposed side walls, thebarrier body having a front, a back, a top, a bottom, and two opposedsides, the front adapted to face the trunk compartment, the bottomadapted to be adjacent the bottom wall, and the two opposed sidesadapted to be adjacent the two opposed side walls; at least onesubstantially horizontal reinforcing member extending between the twoopposed sides; means adapted to attach the top of the body to the topwall of the trunk compartment; and means adapted to releasably attachthe bottom to at least one of the bottom wall and the opposed sidewalls; wherein when the barrier device is installed at the forward endof the trunk compartment, cargo of a predetermined mass in the trunkcompartment is restrained from leaving the trunk compartment through thebarrier body under predetermined frontal crash conditions.
 2. Thebarrier device as defined in claim 1 wherein the top attachment meanscomprises: two brackets, each having an aperture at one end adapted tocorrespond to a throughbore in the top wall of the trunk compartment,the brackets having a side web strap-receiving slot spaced apredetermined distance, and at a predetermined angle from one end; andtwo shouldered bolts, each receivable within the aperture and adapted tobe threadingly engaged with the throughbare.
 3. The barrier device asdefined in claim 1 further comprising a web strap attached to each ofthe two opposed sides.
 4. The barrier device as defined in claim 1wherein the reinforcing member comprises a fixed, flexible,substantially inelastic web strap.
 5. The barrier device as defined inclaim 1 wherein the barrier body is formed from a natural or syntheticcloth material.
 6. The barrier device as defined in claim 5 wherein thecloth material is selected from the group consisting of polyesters,polypropylenes, nylons, and mixtures thereof.
 7. The barrier device asdefined in claim 6 wherein the cloth material is polypropylene.
 8. Thebarrier device as defined in claim 1 further comprising: a sleevedisposed at the top of the body and extending between the two opposedsides; a flexible, substantially web strap longitudinally slidablyreceived within the sleeve; and attachment means for attaching the topof the body to the opposed side walls.
 9. The barrier device as definedin claim 1 wherein the bottom attachment means comprises: twosubstantially T-shaped key members, each having an elongated, sleevedweb strap-receiving slot distal from the cross-bar of the T-shape; twolower brackets, each having an aperture at one end adapted to correspondto a throughbore in each of the opposed side walls, the lower bracketaperture adapted to receive a fastener extending from behind the trunkside wall and through the side wall throughbore, each lower bracketfurther having a substantially T-shaped key slot, lockingly engageablewith the T-shaped key member, and spaced a predetermined distance, andat a predetermined angle from the lower bracket one end; and two flangednuts, each threadingly engageable with the fastener, each nut securelyholding the lower bracket against the trunk side wall.
 10. The barrierdevice as defined in claim 1 further comprising: a web strap attached toeach of the two opposed sides; and wherein means adapted to attach thetop of the body to the top wall of the trunk compartment comprises: twobrackets, each having an aperture at one end adapted to correspond to athroughbore in the top wall of the trunk compartment, and having sideweb strap-receiving slot spaced a predetermined distance, and at apredetermined angle from one end; and two shouldered bolts, eachreceivable within the aperture and adapted to be threadingly engagedwith the throughbore.
 11. The barrier device as defined in claim 1wherein the cargo comprises two blocks, each having a mass of 18 kg, andthe frontal crash conditions include the speed on impact being betweenabout 48.3 km/h and about 53.1 km/h, and a longitudinal horizontaldeceleration of not less than about 20 g being applied for 30milliseconds in the forward direction to motor vehicle.
 12. A loadrestraining barrier device for use in a motor vehicle, the vehiclehaving a body with a trunk compartment, the trunk compartment having aforward end with a bottom wall, and two opposed side walls extendingsubstantially upwardly from the bottom wall, the trunk compartmentdefined at least in part by a package tray, the barrier devicecomprising: a barrier body having a predetermined shape and adapted tobe disposed at the forward end of the trunk compartment and suspendedbetween the opposed side walls, the barrier body including side strapseach having a top and a bottom, wherein the side straps are fixed,flexible, substantially inelastic web straps; at least one substantiallyhorizontal reinforcing member extending between the two opposed sides;means affixed to the top of each side strap adapted to attach to thepackage tray; and means affixed to the bottom of each side strap adaptedto attach to the trunk compartment.
 13. The barrier device as defined inclaim 12 wherein the attachment means affixed to the top of the barrierbody is adapted to be attachable to the opposed side walls, and theattachment affixed to the bottom of the barrier body is adapted toattached to at least one of the bottom wall and the opposed side walls.14. The barrier device as defined in claim 13 wherein the top attachingmeans comprises: two brackets, each having an aperture at one endadapted to correspond to a throughbore in the package tray, and havingside web strap-receiving slot spaced a predetermined distance, and at apredetermined angle from one end; and two shouldered bolts, eachreceivable within the aperture and adapted to be threadingly engagedwith the throughbore.
 15. The barrier device as defined in claim 12wherein the bottom attachment means are releasably attached to at leastone of the bottom wall and the opposed side walls.
 16. The barrierdevice as defined in claim 13 further comprising: at least onesubstantially vertical web strap extending between the top wall and thebottom wall, wherein the vertical web strap comprises means adapted toattach the top of the web strap to the package tray and means adapted toattach the bottom of the web strap to the bottom wall.
 17. In a vehiclehaving a trunk defined at least in part by a package tray, thecombination of the vehicle with a restraining barrier disposed in thetrunk, the improvement comprising: means for attaching the restrainingbarrier to the package tray.
 18. The improvement of claim 17 wherein theattaching means further comprises: a web mount engageable with a topportion of the restraining barrier and with the package tray to attachthe restraining barrier with respect to the package tray.
 19. Theimprovement of claim 18 further comprising: a reinforcing memberhorizontally extending between opposite ends of the restraining barrierbetween the top portion of the restraining barrier and a bottom portionof the restraining barrier.
 20. The improvement of claim 19 furthercomprising: a second reinforcing member vertically extending between thetop portion and the bottom portion and disposed between the oppositeends of the restraining barrier.